WO2021166489A1 - Motorcycle tire - Google Patents

Motorcycle tire Download PDF

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Publication number
WO2021166489A1
WO2021166489A1 PCT/JP2021/000666 JP2021000666W WO2021166489A1 WO 2021166489 A1 WO2021166489 A1 WO 2021166489A1 JP 2021000666 W JP2021000666 W JP 2021000666W WO 2021166489 A1 WO2021166489 A1 WO 2021166489A1
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WO
WIPO (PCT)
Prior art keywords
tire
width direction
belt
carcass
flipper
Prior art date
Application number
PCT/JP2021/000666
Other languages
French (fr)
Japanese (ja)
Inventor
松田　光之
Original Assignee
株式会社ブリヂストン
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社ブリヂストン filed Critical 株式会社ブリヂストン
Priority to EP21756925.0A priority Critical patent/EP4108473A4/en
Priority to US17/797,046 priority patent/US20230107811A1/en
Publication of WO2021166489A1 publication Critical patent/WO2021166489A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/02—Carcasses
    • B60C9/04—Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship
    • B60C9/06—Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship the cords extend diagonally from bead to bead and run in opposite directions in each successive carcass ply, i.e. bias angle ply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/0009—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion
    • B60C15/0036—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion with high ply turn-up, i.e. folded around the bead core and terminating radially above the point of maximum section width
    • B60C15/0045—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion with high ply turn-up, i.e. folded around the bead core and terminating radially above the point of maximum section width with ply turn-up up to the belt edges, i.e. folded around the bead core and extending to the belt edges
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/06—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/06—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead
    • B60C15/0628—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead comprising a bead reinforcing layer
    • B60C15/0632—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead comprising a bead reinforcing layer using flippers in contact with and wrapped around the bead core and, at least partially, in contact with the bead filler
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/06—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead
    • B60C15/0628—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead comprising a bead reinforcing layer
    • B60C15/0635—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead comprising a bead reinforcing layer using chippers between the carcass layer and chafer rubber wrapped around the bead
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C3/00—Tyres characterised by the transverse section
    • B60C3/04—Tyres characterised by the transverse section characterised by the relative dimensions of the section, e.g. low profile
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/02—Carcasses
    • B60C9/0207—Carcasses comprising an interrupted ply, i.e. where the carcass ply does not continuously extend from bead to bead but is interrupted, e.g. at the belt area, into two or more portions of the same ply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/0009—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion
    • B60C2015/009—Height of the carcass terminal portion defined in terms of a numerical value or ratio in proportion to section height
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/06—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead
    • B60C15/0603—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead characterised by features of the bead filler or apex
    • B60C2015/061—Dimensions of the bead filler in terms of numerical values or ratio in proportion to section height
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C2200/00—Tyres specially adapted for particular applications
    • B60C2200/10—Tyres specially adapted for particular applications for motorcycles, scooters or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/02—Carcasses
    • B60C9/04—Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship
    • B60C9/08—Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship the cords extend transversely from bead to bead, i.e. radial ply
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T152/00—Resilient tires and wheels
    • Y10T152/10—Tires, resilient
    • Y10T152/10495—Pneumatic tire or inner tube
    • Y10T152/10819—Characterized by the structure of the bead portion of the tire
    • Y10T152/10837—Bead characterized by the radial extent of apex, flipper or chafer into tire sidewall

Definitions

  • the present invention relates to a tire for a two-wheeled vehicle (hereinafter, also simply referred to as a "tire"), and more particularly to a pneumatic tire for a motorcycle related to an improvement of a side portion.
  • a motorcycle tire has at least one carcass ply extending in a toroid shape across a pair of bead portions as a skeleton, and at least arranged outside the carcass ply in the radial direction as a reinforcing member of the tread portion.
  • the basic structure is a structure including one belt layer.
  • Patent Document 1 a tire is formed around a bead core on the outside of a carcass ply for the purpose of eliminating a lack of lateral force and a lack of durability due to a lack of rigidity of a side portion.
  • a pneumatic radial tire for a motorcycle is disclosed in which a flipper layer folded from the inside to the outside is arranged and the folded end is terminated between a carcass ply and a belt layer.
  • Patent Document 2 describes a carcass layer formed by at least two carcass plies for the purpose of improving the ground contact property and the steering stability by making it possible to achieve both the tire case rigidity and the tire case flexibility. It is assumed that the cord of each carcass ply has a predetermined difference in initial tensile resistance, number of drives, and constant load intermediate elongation, and is inclined in the opposite direction to the tire equatorial line at a predetermined angle. Pneumatic bias tires for motorcycles are disclosed.
  • an object of the present invention is to provide a motorcycle tire having excellent steering stability and durability.
  • the present inventor has arranged a flipper between the carcass and the bead core, and wound up the outer end portion in the tire width direction of the belt layer to the inner side in the tire width direction from the end portion in the tire width direction of the belt layer.
  • the present invention has been completed by finding that the above problems can be solved.
  • the present invention extends at least one carcass ply that extends in a toroid shape across a pair of bead portions and is folded back and locked around a pair of bead cores embedded in each of the pair of bead portions.
  • a two-wheeled vehicle tire having a carcass composed of a carcass as a skeleton and having a belt composed of at least one belt layer arranged on the outer side in the radial direction of the tire of the carcass.
  • a flipper that wraps the bead core from the inner side in the tire radial direction is arranged between the carcass and the bead core, and the outer end portion of the flipper in the tire width direction extends to the inner side in the tire width direction of the belt from the end portion in the tire width direction. It is characterized by being extended.
  • the outer end portion of the carcass in the tire width direction extends to the inner side in the tire width direction of the end portion of the belt in the tire width direction.
  • the height FH of the inner end portion of the flipper in the tire width direction is preferably lower than the height SWH of the tire maximum width position, and the height SWH of the tire maximum width position is described above. It is more preferable that the ratio of the height FH of the inner end portion of the flipper in the tire width direction is in the range of 30% or more and less than 100%.
  • the ratio of the overlap width FL of the belt and the flipper to the overlap width CL of the belt and the carcass measured along the tire surface in the tire width direction is 25% or more. It is preferably in the range of 80%.
  • the tire of the present invention is particularly suitable as a bias tire.
  • the dimensions of the tire in the present invention are such that the tire is assembled to the rim specified by the industrial standard effective in the area where the tire is produced and used, and the internal pressure specified by the industrial standard is applied. It shall mean the value measured in the filled and unloaded state.
  • the above industrial standards are, for example, JATTA (Japanese Industrial Standards) YEAR BOOK in Japan, ETRTO (European Tire and Rim Technical Organization) STANDARD MANUAL in Europe, and TRA (THECATION) in the United States. .) YEAR BOOK.
  • the above configuration makes it possible to realize a motorcycle tire having excellent steering stability and durability.
  • FIG. 1 shows a cross-sectional view in the width direction showing an example of a motorcycle tire of the present invention.
  • FIG. 2 shows a cross-sectional view on one side in the width direction showing the tire for a motorcycle of FIG.
  • the motorcycle tire 10 of the present invention has a tread portion 11 forming a ground contact portion, and a pair of sidewall portions 12 and bead portions 13 extending inward in the radial direction of the tire from both ends thereof. There is.
  • the illustrated tire 10 of the present invention extends in a toroid shape straddling between the pair of bead portions 13, and is folded back and locked around the pair of bead cores 1 embedded in the pair of bead portions 13.
  • the skeleton is a carcass 2 composed of at least one carcass ply 2a and 2b in the illustrated example. Further, on the outer side of the carcass 2 in the radial direction of the tire, at least one belt 3 composed of three belt layers 3a to 3c in the illustrated example is arranged.
  • the flipper 4 is arranged between the carcass 2 and the bead core 1 so as to wrap the bead core 1 from the inside in the tire radial direction, and the outer end portion 4o of the flipper 4 in the tire width direction extends to the tread portion 11. It is characterized in that it is wound up and extends to the inside in the tire width direction from the end portion 3x in the tire width direction of the belt 3.
  • the rigidity of the side portion can be increased, the steering stability of the motorcycle can be improved, and the durability of the tire can be improved. Further, since the side rigidity is increased by arranging the flipper 4, appropriate shock absorption can be maintained and the riding comfort is not impaired. This has made it possible to realize tires with increased rigidity in the vertical direction, which are suitable for large motorcycles with even higher loads and higher torque than before.
  • the outer end portion 4o in the tire width direction of the flipper 4 extends to the inside in the tire width direction from the end portion 3x in the tire width direction of the belt 3, because the position of the end portion of the member is the tire. This is to suppress stress concentration by not matching in the width direction.
  • the belt layer is provided by three in the illustrated example, but can be provided by at least one, preferably two or more, and more preferably three or more. Therefore, for example, 1 to 5 sheets, particularly 2 to 3 sheets can be provided.
  • the belt layer is provided by two or more layers in this way, the end portion 3x in the tire width direction of the belt 3 is located on the innermost side of the belt layers 3a to 3c in the tire radial direction and is a carcass, as shown in the figure. It shall mean the end portion in the tire width direction of the innermost layer belt 3a adjacent to 2.
  • the outer end portion 2o of the carcass 2 in the tire width direction extends to the inner side in the tire width direction of the belt 3 with respect to the end portion 3x in the tire width direction.
  • the outer end portion 2o of the carcass 2 in the tire width direction is arranged inside the belt 3 in the tire radial direction.
  • the carcass ply is provided with two pieces in the illustrated example, but can be provided with at least one piece, preferably two or more pieces, and three or more pieces. It may be provided by.
  • the carcass ply is provided with two or more layers in this way, usually, one of the multiple layers of carcass ply 2a, 2b is folded around the bead core and wound up to a higher position.
  • the outer end portion 2o in the tire width direction may extend to the inside in the tire width direction from the end portion 3x in the tire width direction of the belt 3.
  • one carcass ply 2b provided on the inner side in the radial direction of the tire extends from the end portion 3x in the tire width direction of the belt 3 to the inner side in the tire width direction.
  • the hoisting height of the other carcass ply 2a is not particularly limited, but as shown in the figure, setting the height not to reach the tread portion 11 prevents the side portion from becoming too rigid and provides ride comfort. It is preferable from the viewpoint of maintaining.
  • the ratio of the overlapping width FL of the belt 3 and the flipper 4 to the overlapping width CL of the belt 3 and the carcass 2 measured along the tire surface in the tire width direction is preferably 25% or more. It is in the range of 80%, more preferably 30% to 75%.
  • the ratio FL / CL of the overlapping width CL of the belt 3 and the carcass 2 and the overlapping width FL of the belt 3 and the flipper 4 when compared in terms of the so-called periferi length is 25% to 80% as a percentage.
  • the overlapping width CL of the belt 3 and the carcass 2 is preferably 3 to 25 mm, more preferably 5 to 20 mm.
  • the overlapping width FL of the belt 3 and the flipper 4 is specifically preferably 1 to 20 mm, and more preferably 3 to 15 mm.
  • the height FH of the inner end portion 4i of the flipper 4 in the tire width direction is lower than the maximum tire width position, that is, the height SWH of the tread end TE.
  • the ratio of the height FH of the inner end portion 4i of the flipper 4 in the tire width direction to the height SWH of the maximum tire width position is preferably in the range of 30% or more and less than 100%, and is 50%. More preferably, it is ⁇ 85%.
  • the ratio FH / SWH of the height SWH at the maximum tire width position to the height FH at the inner end 4i in the tire width direction of the flipper 4 in a percentage range of 30% or more and less than 100%, it is possible to obtain more. While effectively suppressing the concentration of stress, it is possible to prevent a rigid step from occurring, and the durability can be further improved.
  • the height FH of the inner end portion 4i of the flipper 4 in the tire width direction, the height SWH of the maximum tire width position, and the tire cross-sectional height SH described later are defined with reference to the bead baseline BL. Will be done.
  • the bead baseline BL means a straight line parallel to the tire axis passing through the position of the rim diameter of the rim defined by the above industrial standard in the cross section in the tire width direction.
  • the composition such as the material and arrangement conditions of each member other than the flipper 4 is not particularly limited and can be appropriately determined according to a conventional method.
  • the bead filler 5 can be arranged on the outer side of the bead core 1 in the tire radial direction, and the chafer (reinforcing layer) 6 is arranged on the inner side of the carcass 2 in the bead portion 13 in the tire radial direction. can do.
  • an inner liner (not shown) can be arranged on the innermost layer of the tire.
  • the cord angle of the ply cord in the carcass ply is preferably 20 ° to 50 ° with respect to the tire equatorial CT at the tire crown portion.
  • the cords of the two or more carcass plies are arranged so as to intersect each other.
  • the number of ply cords driven in the carcass ply can be preferably 3 to 10/5 mm, whereby the rigidity of the side portion can be sufficiently maintained.
  • the cord angle of the belt cord in the belt layer is preferably 15 ° to 80 °, more preferably 15 ° to 45 ° with respect to the tire equatorial CT.
  • the cord angle of the belt cord in the belt layer is preferably 15 ° to 80 °, more preferably 15 ° to 45 ° with respect to the tire equatorial CT.
  • the cord angle of the reinforcing cord in the flipper 4 is preferably 20 ° to 60 °, more preferably 30 ° to 55 ° with respect to the tire radial direction.
  • the number of reinforcing cords driven in the flipper can be preferably 2 to 6/5 mm, and more preferably 3 to 4/5 mm.
  • the material of the organic fiber cord which can be suitably applied to the carcass ply, the belt layer and the flipper, polyamide (for example, nylon), polyethylene terephthalate (PET), polyethylene naphthalate (PEN), and the like.
  • Aramid for example, Kevlar (trade name)
  • rayon and other materials having material properties equivalent to those of these organic fiber materials should be appropriately combined and used according to the purpose and application. Can be done.
  • the ratio of the height SWH at the maximum width position of the tire to the tire cross-sectional height SH is preferably in the range of 40% to 75%.
  • the ratio SWH / SH of the tire cross-sectional height SH and the height SWH of the maximum tire width position is preferably in the range of 40% to 75% in percentage, it has an appropriate contact patch and more stable steering. It can be a tire with excellent properties.
  • the tire cross-sectional height SH means 1/2 of the difference between the outer diameter of the tire and the rim diameter of the rim defined by the above industrial standard.
  • the negative ratio is preferably in the range of 5% to 30%.
  • the negative ratio is the ratio of the area of the groove to the area of the tread surface assuming that there is no groove, and means the ratio of the groove portion excluding the sipes to the area of the tread tread portion.
  • the tire of the present invention is particularly suitable as a rear tire for a motorcycle. Further, the tire of the present invention can be applied to any tire having a radial structure or a bias structure, but is useful as a bias tire.
  • Example 1 Pneumatic bias tires for motorcycles having a structure as shown in FIGS. 1 and 2 and having a tire size of 180 / 65B16 were produced.
  • this tire is a rear tire having a carcass composed of two carcass ply as a skeleton and a belt composed of three belt layers arranged on the outer side in the radial direction of the tire, and is between the carcass and the bead core.
  • a flipper was placed to wrap the bead core from the inside in the radial direction of the tire.
  • the two carcass plies have a number of drive of 4.6 / 5 mm and are reinforced with ply cords (material: polyamide) arranged so as to intersect each other at a cord angle of ⁇ 35 ° with respect to the tire equatorial CT. rice field.
  • the three belt layers have a driving number of 4.4 lines / 5 mm and are arranged so as to intersect each other at a cord angle of ⁇ 20 ° with respect to the tire equator CT (material: aramid from the inner layer side). , Aramid and polyamide).
  • the flipper had a driving number of 3.6 lines / 5 mm and was reinforced by a reinforcing cord (material: aramid) arranged at a cord angle of 45 ° with respect to the radial direction of the tire.
  • the tire width direction outer end portion of the flipper and the tire width direction outer end portion of the carcass ply arranged inside the tire radial direction of the carcass are in the tire width direction with respect to the tire width direction end portion of the belt. It extended to the inside. Further, the height of the inner end portion of the flipper in the tire width direction was lower than the height of the maximum tire width position. Further, the ratio of the height SWH at the maximum width position of the tire to the tire cross-sectional height SH of this tire was 59.5%, and the negative ratio was 12.6%.
  • Comparative Example 1 According to the conditions shown in Table 1 below, the test tire of Comparative Example 1 was produced in the same manner as in Example 1 except that the flipper was not arranged.
  • Example 1 and Comparative Examples 1 and 2 were mounted on a large motorcycle having a high load and high torque of 1800 cc class, and the following evaluation was performed. Commercially available front tires were used. The results are also shown in Table 1 below.
  • the flipper is arranged between the carcass and the bead core so that the outer end portion in the tire width direction extends to the inner side in the tire width direction from the end portion in the tire width direction of the belt. It is clear that the tires of the above have improved steering stability and durability as compared with the tires of Comparative Examples 1 and 2 which do not satisfy this condition.

Abstract

Provided is a motorcycle tire having superior handling stability and durability. A motorcycle tire 10 is provided with: a carcass 2 which, as a framework, is composed of at least one carcass ply extending in a toroidal shape and spanning between a pair of bead portions 13, the carcass ply being locked by being turned up around a pair of bead cores 1 respectively embedded in the pair of bead portions; and a belt 3 composed of at least one belt layer disposed on an outer side of the carcass 2 in a tire radial direction. A flipper 4 that wraps the bead core from an inner side in the tire radial direction is disposed between the carcass and the bead core. An outer end portion 4o of the flipper in a tire width direction extends to an inner side in the tire width direction of an end portion 3x of the belt in the tire width direction.

Description

二輪車用タイヤMotorcycle tires
　本発明は、二輪車用タイヤ（以下、単に「タイヤ」とも称する）に関し、詳しくは、サイド部の改良に係る自動二輪車用空気入りタイヤに関する。 The present invention relates to a tire for a two-wheeled vehicle (hereinafter, also simply referred to as a "tire"), and more particularly to a pneumatic tire for a motorcycle related to an improvement of a side portion.
　一般に、二輪車用タイヤは、一対のビード部間にまたがってトロイド状に延在する少なくとも１枚のカーカスプライを骨格とし、トレッド部の補強部材として、カーカスプライのタイヤ半径方向外側に配置された少なくとも１層のベルト層を備える構造を基本構造とする。 Generally, a motorcycle tire has at least one carcass ply extending in a toroid shape across a pair of bead portions as a skeleton, and at least arranged outside the carcass ply in the radial direction as a reinforcing member of the tread portion. The basic structure is a structure including one belt layer.
　二輪車用タイヤに関する先行技術としては、例えば、特許文献１に、サイド部の剛性不足に起因する横力不足や耐久性不足を解消することを目的として、カーカスプライの外側に、ビードコアの周りをタイヤ内側から外側へ折り返されたフリッパー層を配置し、その折り返し端がカーカスプライとベルト層の間で終端するものとした自動二輪車用空気入りラジアルタイヤが開示されている。 As prior art related to motorcycle tires, for example, in Patent Document 1, a tire is formed around a bead core on the outside of a carcass ply for the purpose of eliminating a lack of lateral force and a lack of durability due to a lack of rigidity of a side portion. A pneumatic radial tire for a motorcycle is disclosed in which a flipper layer folded from the inside to the outside is arranged and the folded end is terminated between a carcass ply and a belt layer.
　また、特許文献２には、タイヤケース剛性とタイヤケース柔軟性との両立を可能として接地性を高めるとともに操縦安定性を向上させることを目的として、少なくとも２枚のカーカスプライによって形成されるカーカス層について、各カーカスプライのコードが、所定の初期引張抵抗度、打込み数および一定荷重中間伸度の差を有し、互いに所定の角度でタイヤ赤道に対し反対方向に傾斜しているものとした自動二輪車用空気入りバイアスタイヤが開示されている。 Further, Patent Document 2 describes a carcass layer formed by at least two carcass plies for the purpose of improving the ground contact property and the steering stability by making it possible to achieve both the tire case rigidity and the tire case flexibility. It is assumed that the cord of each carcass ply has a predetermined difference in initial tensile resistance, number of drives, and constant load intermediate elongation, and is inclined in the opposite direction to the tire equatorial line at a predetermined angle. Pneumatic bias tires for motorcycles are disclosed.
特開２０１３－１６６５２６号公報Japanese Unexamined Patent Publication No. 2013-166526 特開平１１－２２２００７号公報Japanese Unexamined Patent Publication No. 11-222007
　近年、自動二輪車の大型化に伴い、車両重量が増大しており、車両を支える二輪車用タイヤにも、これに対応することが求められている。特に、高荷重かつ高トルクとなる大型自動二輪車に装着される二輪車用タイヤにおいては、十分な縦方向の剛性を有し、操縦安定性に優れるとともに、耐久性に優れることが要求される。 In recent years, the weight of motorcycles has increased along with the increase in size of motorcycles, and it is required that the tires for motorcycles that support the vehicle also support this. In particular, a motorcycle tire mounted on a large motorcycle having a high load and a high torque is required to have sufficient rigidity in the vertical direction, excellent steering stability, and excellent durability.
　そこで本発明の目的は、操縦安定性および耐久性に優れた二輪車用タイヤを提供することにある。 Therefore, an object of the present invention is to provide a motorcycle tire having excellent steering stability and durability.
　本発明者は鋭意検討した結果、カーカスとビードコアとの間にフリッパーを配置するとともに、そのタイヤ幅方向外側端部を、ベルト層のタイヤ幅方向端部よりもタイヤ幅方向内側まで巻き上げることで、上記課題を解決できることを見出して、本発明を完成するに至った。 As a result of diligent studies, the present inventor has arranged a flipper between the carcass and the bead core, and wound up the outer end portion in the tire width direction of the belt layer to the inner side in the tire width direction from the end portion in the tire width direction of the belt layer. The present invention has been completed by finding that the above problems can be solved.
　すなわち、本発明は、一対のビード部間にまたがってトロイド状に延在し、該一対のビード部にそれぞれ埋設された一対のビードコアの周りに折り返されて係止された少なくとも１枚のカーカスプライからなるカーカスを骨格とし、該カーカスのタイヤ半径方向外側に配置された少なくとも１枚のベルト層からなるベルトを備える二輪車用タイヤにおいて、
　前記カーカスと前記ビードコアとの間に、該ビードコアをタイヤ半径方向内側から包むフリッパーが配置され、該フリッパーのタイヤ幅方向外側端部が、前記ベルトのタイヤ幅方向端部よりもタイヤ幅方向内側まで延在することを特徴とするものである。 That is, the present invention extends at least one carcass ply that extends in a toroid shape across a pair of bead portions and is folded back and locked around a pair of bead cores embedded in each of the pair of bead portions. In a two-wheeled vehicle tire having a carcass composed of a carcass as a skeleton and having a belt composed of at least one belt layer arranged on the outer side in the radial direction of the tire of the carcass.
A flipper that wraps the bead core from the inner side in the tire radial direction is arranged between the carcass and the bead core, and the outer end portion of the flipper in the tire width direction extends to the inner side in the tire width direction of the belt from the end portion in the tire width direction. It is characterized by being extended.
　本発明のタイヤにおいては、前記カーカスのタイヤ幅方向外側端部が、前記ベルトのタイヤ幅方向端部よりもタイヤ幅方向内側まで延在することが好ましい。また、本発明のタイヤにおいては、前記フリッパーのタイヤ幅方向内側端部の高さＦＨが、タイヤ最大幅位置の高さＳＷＨよりも低いことが好ましく、タイヤ最大幅位置の高さＳＷＨに対する、前記フリッパーのタイヤ幅方向内側端部の高さＦＨの比率が、３０％以上１００％未満の範囲内であることがより好ましい。 In the tire of the present invention, it is preferable that the outer end portion of the carcass in the tire width direction extends to the inner side in the tire width direction of the end portion of the belt in the tire width direction. Further, in the tire of the present invention, the height FH of the inner end portion of the flipper in the tire width direction is preferably lower than the height SWH of the tire maximum width position, and the height SWH of the tire maximum width position is described above. It is more preferable that the ratio of the height FH of the inner end portion of the flipper in the tire width direction is in the range of 30% or more and less than 100%.
　さらに、本発明のタイヤにおいては、タイヤ幅方向においてタイヤ表面に沿って測った、前記ベルトと前記カーカスとの重なり幅ＣＬに対する、該ベルトと前記フリッパーとの重なり幅ＦＬの比率が、２５％～８０％の範囲内であることが好ましい。本発明のタイヤは、特に、バイアスタイヤとして好適である。 Further, in the tire of the present invention, the ratio of the overlap width FL of the belt and the flipper to the overlap width CL of the belt and the carcass measured along the tire surface in the tire width direction is 25% or more. It is preferably in the range of 80%. The tire of the present invention is particularly suitable as a bias tire.
　なお、本発明においてタイヤの諸寸法は、特に断りのない限り、タイヤが生産され、使用される地域において有効な産業規格で規定されたリムにタイヤを組み付け、かかる産業規格において規定された内圧を充填した無負荷状態で測定した値をいうものとする。また、上記産業規格とは、例えば、日本ではＪＡＴＭＡ（日本自動車タイヤ協会）　ＹＥＡＲ　ＢＯＯＫであり、欧州ではＥＴＲＴＯ（Ｅｕｒｏｐｅａｎ　Ｔｙｒｅ　ａｎｄ　Ｒｉｍ　Ｔｅｃｈｎｉｃａｌ　Ｏｒｇａｎｉｓａｔｉｏｎ）　ＳＴＡＮＤＡＲＤ　ＭＡＮＵＡＬであり、米国ではＴＲＡ（ＴＨＥ　ＴＩＲＥ　ａｎｄ　ＲＩＭ　ＡＳＳＯＣＩＡＴＩＯＮ　ＩＮＣ．）　ＹＥＡＲ　ＢＯＯＫである。 Unless otherwise specified, the dimensions of the tire in the present invention are such that the tire is assembled to the rim specified by the industrial standard effective in the area where the tire is produced and used, and the internal pressure specified by the industrial standard is applied. It shall mean the value measured in the filled and unloaded state. In addition, the above industrial standards are, for example, JATTA (Japanese Industrial Standards) YEAR BOOK in Japan, ETRTO (European Tire and Rim Technical Organization) STANDARD MANUAL in Europe, and TRA (THECATION) in the United States. .) YEAR BOOK.
　本発明によれば、上記構成としたことにより、操縦安定性および耐久性に優れた二輪車用タイヤを実現することが可能となった。 According to the present invention, the above configuration makes it possible to realize a motorcycle tire having excellent steering stability and durability.
本発明の二輪車用タイヤの一例を示す幅方向断面図である。It is a cross-sectional view in the width direction which shows an example of the tire for a motorcycle of this invention. 図１の二輪車用タイヤを示す幅方向片側断面図である。It is a cross-sectional view on one side in the width direction which shows the tire for a motorcycle of FIG.
　以下、本発明の実施の形態について、図面を参照しつつ詳細に説明する。
　図１に、本発明の二輪車用タイヤの一例を示す幅方向断面図を示す。また、図２に、図１の二輪車用タイヤを示す幅方向片側断面図を示す。図示するように、本発明の二輪車用タイヤ１０は、接地部を形成するトレッド部１１と、その両端からタイヤ半径方向内側にそれぞれ延びる一対のサイドウォール部１２およびビード部１３と、を有している。 Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 shows a cross-sectional view in the width direction showing an example of a motorcycle tire of the present invention. Further, FIG. 2 shows a cross-sectional view on one side in the width direction showing the tire for a motorcycle of FIG. As shown in the figure, the motorcycle tire 10 of the present invention has a tread portion 11 forming a ground contact portion, and a pair of sidewall portions 12 and bead portions 13 extending inward in the radial direction of the tire from both ends thereof. There is.
　また、図示する本発明のタイヤ１０は、一対のビード部１３間に跨ってトロイド状に延在し、一対のビード部１３にそれぞれ埋設された一対のビードコア１の周りに折り返されて係止された少なくとも１枚、図示する例では２枚のカーカスプライ２ａ，２ｂからなるカーカス２を骨格とする。さらに、カーカス２のタイヤ半径方向外側には、少なくとも１枚、図示する例では３枚のベルト層３ａ～３ｃからなるベルト３が配置されている。 Further, the illustrated tire 10 of the present invention extends in a toroid shape straddling between the pair of bead portions 13, and is folded back and locked around the pair of bead cores 1 embedded in the pair of bead portions 13. The skeleton is a carcass 2 composed of at least one carcass ply 2a and 2b in the illustrated example. Further, on the outer side of the carcass 2 in the radial direction of the tire, at least one belt 3 composed of three belt layers 3a to 3c in the illustrated example is arranged.
　本発明においては、カーカス２とビードコア１との間に、ビードコア１をタイヤ半径方向内側から包むように、フリッパー４が配置されており、フリッパー４のタイヤ幅方向外側端部４ｏが、トレッド部１１まで巻き上げられて、ベルト３のタイヤ幅方向端部３ｘよりもタイヤ幅方向内側まで延在している点に特徴がある。 In the present invention, the flipper 4 is arranged between the carcass 2 and the bead core 1 so as to wrap the bead core 1 from the inside in the tire radial direction, and the outer end portion 4o of the flipper 4 in the tire width direction extends to the tread portion 11. It is characterized in that it is wound up and extends to the inside in the tire width direction from the end portion 3x in the tire width direction of the belt 3.
　本発明によれば、このような構成とすることで、サイド部の剛性を高めて、自動二輪車の操縦安定性を向上することができるとともに、タイヤの耐久性を向上することができる。また、フリッパー４の配置によりサイド剛性を高めているので、適切な衝撃吸収性を維持することができ、乗り心地性を損なうことがない。これにより、従来よりもさらに高荷重かつ高トルクとなるような大型自動二輪車にも適した、縦方向の剛性を高めたタイヤを実現することが可能となった。 According to the present invention, with such a configuration, the rigidity of the side portion can be increased, the steering stability of the motorcycle can be improved, and the durability of the tire can be improved. Further, since the side rigidity is increased by arranging the flipper 4, appropriate shock absorption can be maintained and the riding comfort is not impaired. This has made it possible to realize tires with increased rigidity in the vertical direction, which are suitable for large motorcycles with even higher loads and higher torque than before.
　なお、本発明において、フリッパー４のタイヤ幅方向外側端部４ｏを、ベルト３のタイヤ幅方向端部３ｘよりもタイヤ幅方向内側まで延在させているのは、部材の端部の位置をタイヤ幅方向において一致させないことで、応力集中の抑制を図るためである。 In the present invention, the outer end portion 4o in the tire width direction of the flipper 4 extends to the inside in the tire width direction from the end portion 3x in the tire width direction of the belt 3, because the position of the end portion of the member is the tire. This is to suppress stress concentration by not matching in the width direction.
　ここで、本発明のタイヤにおいて、ベルト層は、図示する例では３枚で設けられているが、少なくとも１枚で設けることができ、好適には２枚以上、より好適には３枚以上であって、例えば、１～５枚、特には２～３枚で設けることができる。このように２枚以上の複数層でベルト層を設ける場合、上記ベルト３のタイヤ幅方向端部３ｘは、図示するように、ベルト層３ａ～３ｃのうちタイヤ半径方向において最も内側に位置しカーカス２と隣り合う最内層ベルト３ａのタイヤ幅方向端部を意味するものとする。 Here, in the tire of the present invention, the belt layer is provided by three in the illustrated example, but can be provided by at least one, preferably two or more, and more preferably three or more. Therefore, for example, 1 to 5 sheets, particularly 2 to 3 sheets can be provided. When the belt layer is provided by two or more layers in this way, the end portion 3x in the tire width direction of the belt 3 is located on the innermost side of the belt layers 3a to 3c in the tire radial direction and is a carcass, as shown in the figure. It shall mean the end portion in the tire width direction of the innermost layer belt 3a adjacent to 2.
　図示するように、本発明においては、カーカス２のタイヤ幅方向外側端部２ｏが、ベルト３のタイヤ幅方向端部３ｘよりもタイヤ幅方向内側まで延在することが好ましい。このような構成とすることにより、各部材の端部の位置をタイヤ幅方向において異ならせることで、応力の集中を抑制しつつ、剛性段差が生じないものとすることができ、耐久性をより向上させることができる。また、この場合、カーカス２のタイヤ幅方向外側端部２ｏは、ベルト３のタイヤ半径方向内側に配置される。 As shown in the figure, in the present invention, it is preferable that the outer end portion 2o of the carcass 2 in the tire width direction extends to the inner side in the tire width direction of the belt 3 with respect to the end portion 3x in the tire width direction. With such a configuration, by making the positions of the ends of each member different in the tire width direction, it is possible to suppress stress concentration and prevent a rigidity step from occurring, which further improves durability. Can be improved. Further, in this case, the outer end portion 2o of the carcass 2 in the tire width direction is arranged inside the belt 3 in the tire radial direction.
　ここで、本発明のタイヤにおいて、カーカスプライは、図示する例では２枚で設けられているが、少なくとも１枚で設けることができ、好適には２枚以上で設けるものであり、３枚以上で設けてもよい。このように２枚以上の複数層でカーカスプライを設ける場合、通常、複数層のカーカスプライ２ａ，２ｂのうちビードコアの周りに折り返されて、より高い位置まで巻き上げられた１枚のカーカスプライ２ｂのタイヤ幅方向外側端部２ｏが、ベルト３のタイヤ幅方向端部３ｘよりもタイヤ幅方向内側まで延在するものであればよい。特に、耐久性および乗り心地性の観点において、タイヤ半径方向内側に設けられる１枚のカーカスプライ２ｂを、上記ベルト３のタイヤ幅方向端部３ｘよりタイヤ幅方向内側まで延在させるような形が好適である。他のカーカスプライ２ａの巻き上げ高さについては、特に制限されないが、図示するように、トレッド部１１まで達しない高さとすることが、サイド部の剛性が高くなりすぎることを防止して乗り心地性能を維持する点から、好ましい。 Here, in the tire of the present invention, the carcass ply is provided with two pieces in the illustrated example, but can be provided with at least one piece, preferably two or more pieces, and three or more pieces. It may be provided by. When the carcass ply is provided with two or more layers in this way, usually, one of the multiple layers of carcass ply 2a, 2b is folded around the bead core and wound up to a higher position. The outer end portion 2o in the tire width direction may extend to the inside in the tire width direction from the end portion 3x in the tire width direction of the belt 3. In particular, from the viewpoint of durability and ride comfort, one carcass ply 2b provided on the inner side in the radial direction of the tire extends from the end portion 3x in the tire width direction of the belt 3 to the inner side in the tire width direction. Suitable. The hoisting height of the other carcass ply 2a is not particularly limited, but as shown in the figure, setting the height not to reach the tread portion 11 prevents the side portion from becoming too rigid and provides ride comfort. It is preferable from the viewpoint of maintaining.
　また、本発明において、タイヤ幅方向においてタイヤ表面に沿って測った、ベルト３とカーカス２との重なり幅ＣＬに対する、ベルト３とフリッパー４との重なり幅ＦＬの比率は、好適には２５％～８０％、より好適には３０％～７５％の範囲内とする。いわゆるペリフェリ長にて比較した際における、ベルト３とカーカス２との重なり幅ＣＬと、ベルト３とフリッパー４との重なり幅ＦＬとの比率ＦＬ／ＣＬを、百分率で示して２５％～８０％の範囲とすることで、応力の集中を抑制しつつ、剛性段差が生じないものとすることができ、耐久性をより向上させることができる。 Further, in the present invention, the ratio of the overlapping width FL of the belt 3 and the flipper 4 to the overlapping width CL of the belt 3 and the carcass 2 measured along the tire surface in the tire width direction is preferably 25% or more. It is in the range of 80%, more preferably 30% to 75%. The ratio FL / CL of the overlapping width CL of the belt 3 and the carcass 2 and the overlapping width FL of the belt 3 and the flipper 4 when compared in terms of the so-called periferi length is 25% to 80% as a percentage. By setting the range, it is possible to suppress the concentration of stress and prevent the rigidity step from occurring, and the durability can be further improved.
　ベルト３とカーカス２との重なり幅ＣＬは、具体的には、３～２５ｍｍとすることが好ましく、５～２０ｍｍとすることがより好ましい。また、ベルト３とフリッパー４との重なり幅ＦＬは、具体的には、１～２０ｍｍとすることが好ましく、３～１５ｍｍとすることがより好ましい。 Specifically, the overlapping width CL of the belt 3 and the carcass 2 is preferably 3 to 25 mm, more preferably 5 to 20 mm. Further, the overlapping width FL of the belt 3 and the flipper 4 is specifically preferably 1 to 20 mm, and more preferably 3 to 15 mm.
　また、本発明においては、フリッパー４のタイヤ幅方向内側端部４ｉの高さＦＨが、タイヤ最大幅位置、すなわちトレッド端ＴＥの高さＳＷＨよりも低いことが好ましい。これにより、応力の集中を抑制しつつ、剛性段差が生じないものとすることができ、耐久性をより向上させることができる。 Further, in the present invention, it is preferable that the height FH of the inner end portion 4i of the flipper 4 in the tire width direction is lower than the maximum tire width position, that is, the height SWH of the tread end TE. As a result, it is possible to prevent the rigidity step from being generated while suppressing the concentration of stress, and it is possible to further improve the durability.
　具体的には、タイヤ最大幅位置の高さＳＷＨに対する、フリッパー４のタイヤ幅方向内側端部４ｉの高さＦＨの比率が、３０％以上１００％未満の範囲内であることが好ましく、５０％～８５％であることがより好ましい。タイヤ最大幅位置の高さＳＷＨと、フリッパー４のタイヤ幅方向内側端部４ｉの高さＦＨとの比率ＦＨ／ＳＷＨを、百分率で示して３０％以上１００％未満の範囲とすることで、より効果的に応力の集中を抑制しつつ、剛性段差が生じないものとすることができ、耐久性をより向上させることができる。 Specifically, the ratio of the height FH of the inner end portion 4i of the flipper 4 in the tire width direction to the height SWH of the maximum tire width position is preferably in the range of 30% or more and less than 100%, and is 50%. More preferably, it is ~ 85%. By setting the ratio FH / SWH of the height SWH at the maximum tire width position to the height FH at the inner end 4i in the tire width direction of the flipper 4 in a percentage range of 30% or more and less than 100%, it is possible to obtain more. While effectively suppressing the concentration of stress, it is possible to prevent a rigid step from occurring, and the durability can be further improved.
　ここで、本発明において、フリッパー４のタイヤ幅方向内側端部４ｉの高さＦＨ、タイヤ最大幅位置の高さＳＷＨ、および、後述するタイヤ断面高さＳＨは、ビードベースラインＢＬを基準として規定される。ビードベースラインＢＬとは、タイヤ幅方向断面において、上記産業規格で規定されるリムのリム径の位置を通るタイヤ軸に平行な直線を意味する。 Here, in the present invention, the height FH of the inner end portion 4i of the flipper 4 in the tire width direction, the height SWH of the maximum tire width position, and the tire cross-sectional height SH described later are defined with reference to the bead baseline BL. Will be done. The bead baseline BL means a straight line parallel to the tire axis passing through the position of the rim diameter of the rim defined by the above industrial standard in the cross section in the tire width direction.
　本発明においては、上記フリッパー４を配置した点のみが重要であり、これにより本発明の所期の効果を得ることができる。本発明においては、フリッパー４以外の各部材の材質や配置条件等の構成については、特に制限されるものではなく、常法に従い適宜決定することができる。例えば、本発明のタイヤにおいて、ビードコア１のタイヤ半径方向外側にはビードフィラー５を配置することができ、ビード部１３におけるカーカス２のタイヤ半径方向内側には、チェーファー（補強層）６を配置することができる。さらに、タイヤの最内層には、図示しないインナーライナーを配置することができる。 In the present invention, only the point where the flipper 4 is arranged is important, and the desired effect of the present invention can be obtained by this. In the present invention, the composition such as the material and arrangement conditions of each member other than the flipper 4 is not particularly limited and can be appropriately determined according to a conventional method. For example, in the tire of the present invention, the bead filler 5 can be arranged on the outer side of the bead core 1 in the tire radial direction, and the chafer (reinforcing layer) 6 is arranged on the inner side of the carcass 2 in the bead portion 13 in the tire radial direction. can do. Further, an inner liner (not shown) can be arranged on the innermost layer of the tire.
　本発明のタイヤにおいて、カーカスプライにおけるプライコードのコード角度は、タイヤクラウン部において、タイヤ赤道ＣＴに対し、好適には２０°～５０°である。カーカスプライを２枚以上で設ける場合には、２枚以上のカーカスプライのコードの方向が互いに交錯するように配置する。カーカスプライにおけるプライコードの打ち込み数は、好適には、３本～１０本／５ｍｍとすることができ、これにより、サイド部の剛性を十分に維持することができる。 In the tire of the present invention, the cord angle of the ply cord in the carcass ply is preferably 20 ° to 50 ° with respect to the tire equatorial CT at the tire crown portion. When two or more carcass plies are provided, the cords of the two or more carcass plies are arranged so as to intersect each other. The number of ply cords driven in the carcass ply can be preferably 3 to 10/5 mm, whereby the rigidity of the side portion can be sufficiently maintained.
　また、本発明のタイヤにおいて、ベルト層におけるベルトコードのコード角度は、タイヤ赤道ＣＴに対して、好適には１５°～８０°、より好適には１５°～４５°である。ベルト層を２枚以上で設ける場合には、少なくとも一部のベルト層を、コードの方向が互いに交錯するように配置する。ベルト層におけるベルトコードの打ち込み数は、好適には、２本～１０本／５ｍｍとすることができる。 Further, in the tire of the present invention, the cord angle of the belt cord in the belt layer is preferably 15 ° to 80 °, more preferably 15 ° to 45 ° with respect to the tire equatorial CT. When two or more belt layers are provided, at least a part of the belt layers is arranged so that the directions of the cords intersect with each other. The number of belt cords driven in the belt layer can be preferably 2 to 10/5 mm.
　さらに、本発明のタイヤにおいて、フリッパー４における補強コードのコード角度は、タイヤ半径方向に対し、好適には２０°～６０°、より好適には３０°～５５°である。フリッパーにおける補強コードの打ち込み数は、好適には２本～６本／５ｍｍ、より好適には３本～４本／５ｍｍとすることができる。 Further, in the tire of the present invention, the cord angle of the reinforcing cord in the flipper 4 is preferably 20 ° to 60 °, more preferably 30 ° to 55 ° with respect to the tire radial direction. The number of reinforcing cords driven in the flipper can be preferably 2 to 6/5 mm, and more preferably 3 to 4/5 mm.
　さらにまた、本発明のタイヤにおいて、カーカスプライ、ベルト層およびフリッパーに好適に適用し得る有機繊維コードの材質としては、ポリアミド（例えば、ナイロン）、ポリエチレンテレフタレート（ＰＥＴ）、ポリエチレンナフタレート（ＰＥＮ）、アラミド（例えば、Ｋｅｖｌｅｒ（ケブラー、商品名））、レーヨンなどの他、これら有機繊維材料と同等程度の材料特性を有するものの中から、目的や用途に応じて、適宜組み合わせて、選択して用いることができる。 Furthermore, in the tire of the present invention, as the material of the organic fiber cord which can be suitably applied to the carcass ply, the belt layer and the flipper, polyamide (for example, nylon), polyethylene terephthalate (PET), polyethylene naphthalate (PEN), and the like. Aramid (for example, Kevlar (trade name)), rayon, and other materials having material properties equivalent to those of these organic fiber materials should be appropriately combined and used according to the purpose and application. Can be done.
　さらにまた、本発明のタイヤにおいて、タイヤ断面高さＳＨに対する、タイヤ最大幅位置の高さＳＷＨの比率は、４０％～７５％の範囲内であることが好ましい。タイヤ断面高さＳＨと、タイヤ最大幅位置の高さＳＷＨとの比率ＳＷＨ／ＳＨを、百分率で示して４０％～７５％の範囲とすることで、適切な接地面を有し、より操縦安定性に優れたタイヤとすることができる。また、特に二輪車のコーナリング走行時において、バンクさせた状態での操縦安定性を向上させることができる。ここで、タイヤ断面高さＳＨとは、タイヤの外径と上記産業規格で規定されるリムのリム径との差の１／２をいう。 Furthermore, in the tire of the present invention, the ratio of the height SWH at the maximum width position of the tire to the tire cross-sectional height SH is preferably in the range of 40% to 75%. By setting the ratio SWH / SH of the tire cross-sectional height SH and the height SWH of the maximum tire width position to the range of 40% to 75% in percentage, it has an appropriate contact patch and more stable steering. It can be a tire with excellent properties. In addition, it is possible to improve the steering stability in the banked state, especially when the two-wheeled vehicle is cornering. Here, the tire cross-sectional height SH means 1/2 of the difference between the outer diameter of the tire and the rim diameter of the rim defined by the above industrial standard.
　さらにまた、本発明のタイヤにおいては、ネガティブ比が、５％～３０％の範囲内であることが好ましい。ネガティブ比を上記範囲とすることで、排水性を確保しつつ、操縦安定性および乗り心地を良好に維持することができる。ここで、ネガティブ比とは、溝がないと仮定したトレッド表面の面積に対する溝の面積の割合であり、トレッド踏面部の面積に占める、サイプを除いた溝部の割合を意味する。 Furthermore, in the tire of the present invention, the negative ratio is preferably in the range of 5% to 30%. By setting the negative ratio in the above range, it is possible to maintain good steering stability and ride comfort while ensuring drainage. Here, the negative ratio is the ratio of the area of the groove to the area of the tread surface assuming that there is no groove, and means the ratio of the groove portion excluding the sipes to the area of the tread tread portion.
　本発明のタイヤは、特に、自動二輪車のリアタイヤとして好適である。また、本発明のタイヤは、ラジアル構造およびバイアス構造のいずれのタイヤにも適用することができるが、バイアスタイヤとして有用である。 The tire of the present invention is particularly suitable as a rear tire for a motorcycle. Further, the tire of the present invention can be applied to any tire having a radial structure or a bias structure, but is useful as a bias tire.
　以下、本発明を、実施例を用いてより詳細に説明する。 Hereinafter, the present invention will be described in more detail with reference to examples.
（実施例１）
　図１，２に示すような構造を有するタイヤサイズ１８０／６５Ｂ１６の自動二輪車用空気入りバイアスタイヤを作製した。図示するように、このタイヤは、２枚のカーカスプライからなるカーカスを骨格とし、そのタイヤ半径方向外側に配置された３枚のベルト層からなるベルトを備えるリアタイヤであり、カーカスとビードコアとの間には、ビードコアをタイヤ半径方向内側から包むフリッパーが配置されていた。 (Example 1)
Pneumatic bias tires for motorcycles having a structure as shown in FIGS. 1 and 2 and having a tire size of 180 / 65B16 were produced. As shown in the figure, this tire is a rear tire having a carcass composed of two carcass ply as a skeleton and a belt composed of three belt layers arranged on the outer side in the radial direction of the tire, and is between the carcass and the bead core. A flipper was placed to wrap the bead core from the inside in the radial direction of the tire.
　２枚のカーカスプライは、打ち込み数４．６本／５ｍｍであって、タイヤ赤道ＣＴに対し±３５°のコード角度で互いに交錯するよう配設されたプライコード（材質：ポリアミド）により補強されていた。また、３枚のベルト層は、打ち込み数４．４本／５ｍｍであって、タイヤ赤道ＣＴに対し±２０°のコード角度で互いに交錯するよう配設されたベルトコード（材質：内層側からアラミド、アラミドおよびポリアミド）により補強されていた。さらに、フリッパーは、打ち込み数３．６本／５ｍｍであり、タイヤ半径方向に対し４５°のコード角度で配設された補強コード（材質：アラミド）により補強されていた。 The two carcass plies have a number of drive of 4.6 / 5 mm and are reinforced with ply cords (material: polyamide) arranged so as to intersect each other at a cord angle of ± 35 ° with respect to the tire equatorial CT. rice field. Further, the three belt layers have a driving number of 4.4 lines / 5 mm and are arranged so as to intersect each other at a cord angle of ± 20 ° with respect to the tire equator CT (material: aramid from the inner layer side). , Aramid and polyamide). Further, the flipper had a driving number of 3.6 lines / 5 mm and was reinforced by a reinforcing cord (material: aramid) arranged at a cord angle of 45 ° with respect to the radial direction of the tire.
　実施例１のタイヤにおいて、フリッパーのタイヤ幅方向外側端部およびカーカスのうちタイヤ半径方向内側に配置されたカーカスプライのタイヤ幅方向外側端部は、ベルトのタイヤ幅方向端部よりもタイヤ幅方向内側まで延在していた。また、フリッパーのタイヤ幅方向内側端部の高さは、タイヤ最大幅位置の高さよりも低い位置にあった。また、このタイヤの、タイヤ断面高さＳＨに対するタイヤ最大幅位置の高さＳＷＨの比率は、５９．５％であり、ネガティブ比は１２．６％であった。 In the tire of the first embodiment, the tire width direction outer end portion of the flipper and the tire width direction outer end portion of the carcass ply arranged inside the tire radial direction of the carcass are in the tire width direction with respect to the tire width direction end portion of the belt. It extended to the inside. Further, the height of the inner end portion of the flipper in the tire width direction was lower than the height of the maximum tire width position. Further, the ratio of the height SWH at the maximum width position of the tire to the tire cross-sectional height SH of this tire was 59.5%, and the negative ratio was 12.6%.
（比較例１）
　下記の表１中に示す条件に従い、フリッパーを配置しない以外は実施例１と同様にして、比較例１の供試タイヤを作製した。 (Comparative Example 1)
According to the conditions shown in Table 1 below, the test tire of Comparative Example 1 was produced in the same manner as in Example 1 except that the flipper was not arranged.
（比較例２）
　下記の表１中に示す条件に従い、フリッパーのタイヤ幅方向外側端部の位置を、ベルトのタイヤ幅方向端部と重複しない位置に変えた以外は実施例１と同様にして、比較例２の供試タイヤを作製した。 (Comparative Example 2)
According to the conditions shown in Table 1 below, the position of the outer end portion of the flipper in the tire width direction was changed to a position not overlapping with the end portion of the belt in the tire width direction in the same manner as in Example 1 and in Comparative Example 2. A test tire was manufactured.
　これら実施例１および比較例１，２のリアタイヤを、１８００ｃｃクラスの高荷重・高トルクである大型自動二輪車に装着して、下記の評価を行った。フロントタイヤとしては、市販のものを用いた。その結果を、下記の表１中に併せて示す。 The rear tires of Example 1 and Comparative Examples 1 and 2 were mounted on a large motorcycle having a high load and high torque of 1800 cc class, and the following evaluation was performed. Commercially available front tires were used. The results are also shown in Table 1 below.
（操縦安定性試験）
　各車両について走行試験を行って、高速でのコーナリング走行における操縦安定性を、テストドライバーによる官能評価により評価した。結果は、比較例２の供試タイヤを基準として示した。 (Maneuvering stability test)
A running test was conducted on each vehicle, and the steering stability during high-speed cornering running was evaluated by a sensory evaluation by a test driver. The results are shown with reference to the test tire of Comparative Example 2.
（耐久性試験）
　各車両について段階的に荷重をかけて走行させた際に、タイヤに破損が生じた荷重の値を、実施例１を１００として指数値化して評価した。数値が高いほど耐久性に優れることを示す。 (Durability test)
When each vehicle was run with a stepwise load applied, the value of the load at which the tire was damaged was evaluated by indexing the value of Example 1 as 100. The higher the value, the better the durability.
Figure JPOXMLDOC01-appb-T000001
Figure JPOXMLDOC01-appb-T000001
＊１）タイヤ幅方向においてタイヤ表面に沿って測った、ベルトとフリッパーとの重なり幅ＦＬの値である。
＊２）タイヤ幅方向においてタイヤ表面に沿って測った、ベルトとカーカスとの重なり幅ＣＬの値である。
＊３）タイヤ幅方向においてタイヤ表面に沿って測った、ベルトとカーカスとの重なり幅ＣＬに対する、ベルトとフリッパーとの重なり幅ＦＬの比率を百分率で示した値である。
＊４）タイヤ最大幅位置の高さＳＷＨに対する、フリッパーのタイヤ幅方向内側端部の高さＦＨの比率を百分率で示した値である。 * 1) The value of the overlap width FL of the belt and the flipper measured along the tire surface in the tire width direction.
* 2) The value of the overlap width CL between the belt and the carcass measured along the tire surface in the tire width direction.
* 3) A value indicating the ratio of the overlap width FL of the belt and the flipper to the overlap width CL of the belt and the carcass measured along the tire surface in the tire width direction as a percentage.
* 4) The ratio of the height FH of the inner end of the flipper in the tire width direction to the height SWH of the maximum tire width position as a percentage.
　上記表中に示すとおり、カーカスとビードコアとの間に、フリッパーを、そのタイヤ幅方向外側端部がベルトのタイヤ幅方向端部よりもタイヤ幅方向内側まで延在するように配置した実施例１のタイヤにおいては、この条件を満足しない比較例１，２のタイヤと比べて、操縦安定性および耐久性がいずれも向上していることが明らかである。 As shown in the above table, the flipper is arranged between the carcass and the bead core so that the outer end portion in the tire width direction extends to the inner side in the tire width direction from the end portion in the tire width direction of the belt. It is clear that the tires of the above have improved steering stability and durability as compared with the tires of Comparative Examples 1 and 2 which do not satisfy this condition.
１　ビードコア
２　カーカス
２ａ，２ｂ　カーカスプライ
２ｏ　カーカスのタイヤ幅方向外側端部
３　ベルト
３ａ～３ｃ　ベルト層
３ｘ　ベルトのタイヤ幅方向端部
４　フリッパー
４ｉ　フリッパーのタイヤ幅方向内側端部
４ｏ　フリッパーのタイヤ幅方向外側端部
５　ビードフィラー
６　チェーファー（補強層）
１０　二輪車用タイヤ
１１　トレッド部
１２　サイドウォール部
１３　ビード部

  1 Bead core 2 Carcus 2a, 2b Carcus ply 2o Carcus tire width direction outer end 3 Belt 3a to 3c Belt layer 3x Belt tire width direction end 4 Flipper 4i Flipper tire width direction Inner end 4o Flipper tire width direction Outer end 5 Bead filler 6 Chafer (reinforcing layer)
10 Motorcycle tires 11 Tread section 12 Side wall section 13 Bead section

Claims (6)

  1. 　一対のビード部間にまたがってトロイド状に延在し、該一対のビード部にそれぞれ埋設された一対のビードコアの周りに折り返されて係止された少なくとも１枚のカーカスプライからなるカーカスを骨格とし、該カーカスのタイヤ半径方向外側に配置された少なくとも１枚のベルト層からなるベルトを備える二輪車用タイヤにおいて、
    　前記カーカスと前記ビードコアとの間に、該ビードコアをタイヤ半径方向内側から包むフリッパーが配置され、該フリッパーのタイヤ幅方向外側端部が、前記ベルトのタイヤ幅方向端部よりもタイヤ幅方向内側まで延在することを特徴とする二輪車用タイヤ。     The skeleton is a carcass consisting of at least one carcass ply that extends in a toroid shape across the pair of bead portions and is folded and locked around the pair of bead cores embedded in the pair of bead portions. In a motorcycle tire including a belt composed of at least one belt layer arranged on the outer side of the carcass in the radial direction of the tire.
    A flipper that wraps the bead core from the inner side in the tire radial direction is arranged between the carcass and the bead core, and the outer end portion of the flipper in the tire width direction extends to the inner side in the tire width direction of the belt from the end portion in the tire width direction. Two-wheeled vehicle tires that are characterized by being extended.
  2. 　前記カーカスのタイヤ幅方向外側端部が、前記ベルトのタイヤ幅方向端部よりもタイヤ幅方向内側まで延在する請求項１記載の二輪車用タイヤ。 The motorcycle tire according to claim 1, wherein the outer end portion of the carcass in the tire width direction extends to the inner side in the tire width direction from the end portion in the tire width direction of the belt.
  3. 　前記フリッパーのタイヤ幅方向内側端部の高さＦＨが、タイヤ最大幅位置の高さＳＷＨよりも低い請求項１または２記載の二輪車用タイヤ。 The motorcycle tire according to claim 1 or 2, wherein the height FH of the inner end portion of the flipper in the tire width direction is lower than the height SWH of the tire maximum width position.
  4. 　タイヤ最大幅位置の高さＳＷＨに対する、前記フリッパーのタイヤ幅方向内側端部の高さＦＨの比率が、３０％以上１００％未満の範囲内である請求項３記載の二輪車用タイヤ。 The motorcycle tire according to claim 3, wherein the ratio of the height FH of the inner end portion in the tire width direction of the flipper to the height SWH at the maximum tire width position is within the range of 30% or more and less than 100%.
  5. 　タイヤ幅方向においてタイヤ表面に沿って測った、前記ベルトと前記カーカスとの重なり幅ＣＬに対する、該ベルトと前記フリッパーとの重なり幅ＦＬの比率が、２５％～８０％の範囲内である請求項２～４のうちいずれか一項記載の二輪車用タイヤ。 Claim that the ratio of the overlap width FL of the belt and the flipper to the overlap width CL of the belt and the carcass measured along the tire surface in the tire width direction is in the range of 25% to 80%. The two-wheeled vehicle tire according to any one of 2 to 4.
  6. 　バイアスタイヤである請求項１～５のうちいずれか一項記載の二輪車用タイヤ。 The motorcycle tire according to any one of claims 1 to 5, which is a bias tire.
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EP4108473A1 (en) 2022-12-28
JP2021130387A (en) 2021-09-09

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